Railway truck



Jan. 13', 1948. H. M. PFLAGER RAILWAY TRUCK Filed March 13, 1944 5 Sheets-Sheet l INVENTOR, HARRY M. PFLAGER Q W ATTORNEY 5 Sheets-Sheet 2 INVENTOR i R E G A L F D.. M Y R R A H RAILWAY TRUCK- Filed March 13, 1944 H. M. PFLAGER Jam. 13, 1948.

Jan. 13, 1948. H. M. PFLAGER RAILWAY 'rnucx Filed March 13, 1944 5 Sheets-Sheet 3 INvEm'om a HARRY M PFLAGER ATTORNEY Has,

Jan. 13, 1948. H. M. PFLAG\ER RAILWAY TRUCK Filed March 13, 1944 5 Sheets-Sheet 4 INVENTDR; HARRY PFLAGER AT NEY H. M. PFLAGER 2,434,287

RAILWAY T RUCK Filed March 13, 1944 5 Sheets-Sheet 5 INVENTOR; HARRY M. PF'LAGER AT TORNEY Patenied Jan. 13, 1948 mmwar raucx Harry M. Pilager, St. Louis, Mo., assignor to General Steel Castings Corporation, Granite City,

IlL, a corporation of Delaware Application March 13, 1944, Serial No. 526,147

l The invention relates to railway rollingstock, and more particularly to trucks for vehicles to be usedin high speed trains. In high speed 22 Claims. (Cl. 105-190) trains, it. is desirable to use trucks with very flexible springs to provide maximum spring action and softness in the riding qualities of the truck. When a car with a truck of this type is rounding curves or going over track which has low or high spots on one or the other side of the track, the car body is tilted transversely due to the diiference of elevations in the rails to such an extent as to produce undesirable tilting of the car body, causing discomfort to the passengers when seated, and particularly when -walking through the car.

One object of the present invention is to improve the riding qualities of the truck and to reduce transverse tilting of the car body when rounding curves or when travelling over tangent tracks with low or high spots in one of the two rails. This general object is obtained by utilizing coil springs to support the bolster and by positioning these bolster-supporting springs outwardly of the truck frame, thus reducing the bolster spring compression on one side of the car due to rounding curves and low or high spots in the rail and reducing the transverse tilting of the car body under the above-mentioned track conditions, thus making possible the use of softer springs Another Object is to provide additional control of the action of the bolster springs and the movements of the bolster in the truck so as to provide the best possible soft or easy riding condition. This is done by providing stabilizers to equalize the'action of the bolster springs on opposite sides of the truck, shock absorbers to snub the action of the bolster springs, thereby preventing undue bouncing or vertical oscillations, shock absorbers to control the lateral swinging action of the bolster swing hangers, whichactlon is likely to be severe when striking curves, and bolster movements without any frictional resistance to such movements.

Another object of this invention is to locate swing hangers and their bearings, bolster springs, and mechanisms for controlling lateral and vertical movements of the bolster at the sides of the truck and laterally beyond the wheel pieces or side members of the truck frame to facilitate inspection and replacement of parts when required.

These and other detail objects as will appear from the following description are attained by the structures illustrated in the accompanying drawings, in which- Figure 1 is a top view 01 a longitudinal half of a four-wheel truck embodying one form of the invention.

Figure 2 is a side view of the structure shown in Figure 1 with some'of the parts broken away for purposes of clear illustration.

Figure 3 is a vertical transverse section drawn to an enlarged scale and taken substantially on the line 3-4 of Figure 1. The left hand side shows the parts in their normal position and the right hand side shows the parts with the springs compressed and the bolster moved to extreme lateral position.

Figure 4 is a detail top view of one end of a bolster and spring plank and associated parts embodying another form of the invention.

Figure 5 is a detail side view of the structure I shown in Figure 4. c

Figure 6 is a detail vertical transverse section taken on the line B6 of Figure 5.

Figures 7 and 8 correspond generally to Figures 4 and 5 but illustrate another form of the invention. Figure 9 is a vertical transverse section taken on the line 9-9 of Figure 8.

Figures 10 and 11 correspond generally to Figures 1 and 2 but illustrate a six-wheel truck embodying another form of the invention Figure 12 is a vertical transverse section taken on the line 12-42 of Figure 10.

The truck shown in Figures 1, 2 ands includes the usualspaced axles I with wheels 2 and journal boxes 3 positioned laterally of the truck beyond thewheel's. Equalizers 4 extend between and are supported upon the journal boxes at the same side of the truck. Each equalizer has rela- [tively'hlgh endportions resting on the boxes and centered over the Journal hearings to distribute the load uniformly to the bearing. The interpivot pins and bottom so mediate portion of each equalizer is oilset downwardly from the end portions and mounts the truck springs spaced apart longitudinally of the truck. The truck frame includes wheel pieces 8, which rests upon springs 5. and transverse center transoms 1 and end transoms 8. Equalizers l and wheel pieces 3 are positioned at the sides of truck and laterally beyond wheels 2. The wheel pieces have brackets 3 extending upwardly and laterally of the truck beyond the upper and outer sides of the wheel pieces.

A pair of swing hangers ill at each side of the truck are pivotally suspended from brackets 9 and extend downwardly therefrom and are inclined so that their lower ends are spaced further from the center or the truck than their upper ends and support a cross bar II. A spring plank l2 extends transversely of the truck over and beyond the intermediate portions of equalizers 4 and is mounted upon cross bars II. The end portions of the spring plank mount the bolster springs i3, preferably consisting of one or more upright metal coils, and a load-carrying bolster It extends transversely of the truck over equalizers 4 and beneath wheel pieces 6 with its end portions positioned outwardly of the truck beyond the wheel pieces and supported by springs l3. With this arrangement, the points of suspension of the swing hangers ill, the points of support therefrom of the bolster springs, the bolster springs themselves, and the points of support of the bolster on the bolster springs are all positioned outwardly of the truck beyond the equalizers and wheel pieces as far as possible without any of the parts projecting at any time beyond the road clearance limits and, at the same time, facilitating access to these parts for their assembly, disassembly and inspection. Also the wide spacing of the springs transversely of the truck renders the bolster, and hence the vehicle body carried thereby,-

more stable than they would be if the springs at opposite sides of the truck were closer together. The greater the stability that is obtained the better will be the riding qualities of the vehicle.

As best shown in Figure 3, the end portions I20 and Ila of the spring plank and bolster are offset upwardly to a substantial extent, thus bringing the bolster springs l3 abreast of wheel pieces 8 with the upper portions of the springs and the part of the bolster resting thereon substantially above the level of the bolster center plate [5 on which the vehicle body I6 is mounted in the usual manner. This positioning of the bolster springs relative to the other truck parts and to the vehicle body provides for increased stabilization of the car body because the springs are located nearer to the level of the center of gravity of the car body than they are in the usual arrangement where they are in a lower position relative to the other truck parts than shown in Figure 3. Furthermore, the wide spacing of the bolster springs resulting from their being positioned laterally of the truck beyond the equalizers increases the stability of the truck bolster because the greater bolster spring load, due to transverse tilting action of the car body, and resulting spring compression are less than they would be if the bolster springs were nearer to the center of the truck. Such an arrangement may reduce the inclination of the bolster and car body transversely of the truck, assumed on curved or irregular track, from 50% to 75% of what it would be in the usual construction.

stabilizer device, comprising a torque rod H extending transversely of the truck and journalied in brackets l3, which depend from frame transoms I, and having crank arms 20 at its ends connected by link's 2| to the bolster. This stabilizer functions in a manner set forth in E. G. Hallquist Patent 2,317,377, issued April 27, 1943, and through this stabilizer a vertical force applied to one end of the bolster is distributed to the springs at both ends of the bolster so that they compress and expand equally and the bolster is maintained parallel to the spring plank.

Preferably the vertical motion of the bolster relative to the frame due to the action of the bolster springs is controlled by telescoping shock absorbers 22, one at each end of the bolster, and each connected at its ends to the bolster and spring plank respectively. The shock absorbers may resist quick action of the springs in either direction or they may be of the one way" type and arranged to readily accommodate quick compression of the springs but to yieldingly resist their quick expansion, thus acting as rebound snubbers.

The bolster, and the vehicle body resting thereon, are further relieved of shocks by anchor devices, such as indicated at 23 and corresponding generally to the structure disclosed in Green Reissue Patent 21,987, issued December 30, 1941. The ends of each device 23 are connected respectively to brackets 24 and 25 extending outwardly from the truck wheel piece and from the bolster respectively. Devices 23 readily accommodate lateral movement of the bolster relative to the frame provided for by the action of swing hangers l0 and vertical movement of the bolster relative to the frame provided by bolster springs 13.

The above described structure attains the general objects set forth in the introductory portion of the specification and, inaddition, provides for the ready inspection, adjustment, removal, repair and replacement of the bolster springs, stabilizer, shock absorber and anchor devices associated with the bolster.

All of these objects may be attained by structures difiering substantially in details from that described above, and Figures 4-6 illustrate another form of the invention in which the wheels, axles, journal boxes, equalizers, truck frame and swing hangers correspond substantially to the structure shown in Figures 1-3. The spring plank 3i] and bolster 3! both extend transversely of the truck over the intermediate portions of the equalizers 32 and outwardly of the truck where the spring plank mounts the bolster springs 33, but the outer portions of the bolster and spring plank are not offset upwardly beyond the equalizers which results in the bolster springs being positioned at a lower level than shown in Figures 1-3, but the upper portions of the springs and the associatedparts of the bolster are close to the bottom of the truck frame wheel pieces 31 and preferably at a higher level than the bolster center plate (not shown) Shock absorbers 34 and anchor devices 35 correspond to those shown at 22 and 23 in Figures 1-3 and function in the same manner.

Preferably, the truck also includes a pair of radial shock absorbers 36 at each end of the bolster, one at each side of the bolster with its body 36a connected to the bolster and with a link 36b connecting the outer end of the radial arm 360 to the truck frame wheel piece 31. These shock absorbers control the action of the swing hangers against too violent or quick action when v the vehicle is rounding a curve. Like the vertical shock absorbers 34, they may function at all times or each pair of lateral shock absorbers may be arranged to function only upon the return movement of the bolster to its normal position. Be-

ing positioned outwardly of the truck frame, these shock absorbers are readily accessible for adjustments and inspection and are easily removed and replaced. I

Preferably the truck includes a transverse stabilizer torque rod 38 which is journalled on brackets 39 projecting from the outer portions of the spring plank, the endsof the torque rod having crank arms 38a connected by links 38b to suitable brackets provided on the ends of the bolster.

The connections between the ends of links 38b andthe bolster accommodate the vertical motion.

of the bolster. relative to the spring plank, but

- the torque rod maintains the bolster and spring plank substantially parallel to each other.

the swing hangers 18 are suspended from thesebrackets being inclined downwardly and out- Y wardly. There are two pairs of swing hangers Figures 7-9 illustrate another form of the lncenter of the truck and above the equalizers substantially like the points of suspension of the swing hangers previously described. The spring plank 49 extends transversely of the truckover and beyond the equalizers 43 where it is carried upon the swing hanger cross bars 50 and mounts the bolster springs 5|. The bolster .52 has'a relatively low center plate portion 53 corresponding to the bolsters previously described and the bolster end portions 54 are at a relatively higher level, but the bolster is offset upwardly to this level inwardly of the wheel pieces and passes over the depressed intermediate portions 46 of the latter (see Figure 9), With this arrangement, the bolster springs and the adjacent porthe adjacent portion of the bolster which is at a higher level than the correspondingly connected portion of the bolster shown in Figures 1-3. One or more longitudinally disposed anchor rods 68 are secured to suitable brackets on the truck frame and bolster and function as the anchor rods previously described.

Each of the above described structures relates to a four-wheel truck, but the same generalprinciples may be embodied in a six-wheel truck such as illustrated in Figures 10-12 in which the three wheeledaxles 10 supporting a corresponding number of journal boxes H at the same side of the truck, and a plurality of equalizers 12 are disposed end to end along the sides of the truck each mounting'a truck main spring 13 upon which rests the wheel piece 14 of the truck frame. Brackets I5 on the latter project outwardly and at each side 01 the truck, a pair being between the middle axle and each of the end axles, and individual spring planks II are carried upon the swing hangers at opposite sides ofv the truck and support bolster springs I8 positioned outwardly of the wheel pieces and'equalizers. The double bolster 19 includes spaced transverse members 88 each of which extends outwardly of the truck over the equalizers and issupported upon the bolster springs at points spaced transversely of the truck outwardly of the wheel pieces and equalizers and points of suspension of the swing hangers. Bolster members are connected by longitudinal members 8| which support the center plate structure 82 and the elevated side bearlugs 83.

The bolster-is positioned longitudinally of the truck by anchor devices 84 connected to suitable brackets on the wheel pieces. The action of the bolster springs is controlled by a plurality of transverse stabilizer devices each comprising a torsion rod 85 extending along the longitudinal center line of. one of the spring planks and journalled thereon and having its end arms 85a connected by links 86 to the end portion of the bolster immediately beneath the wheel pieces. A

and the exclusive useof those modifications coming within the scope of the claims is contemplated.

What is claimed is:

1. In a railway vehicle truck, wheels, axles,

journal boxes, equalizers positioned at the sides of the truck and laterally beyond said wheels and supported on said journal boxes, springs resting on said equalizers, a truck frame supported on said springs, a load-carrying bolster with parts extending transversely of the truck above and beyond the equalizers, bolster-supporting metallic coil springs positioned wholly beyond the equalizers laterally of the truck, and hangers positioned at the sides of the truck and laterallybeyond said equalizers and pivotaliy suspended from said frame, aspring plank extending from side to side of the truck beyond the equalizers and there supported from said-hangers and supporting said bolster springs, the hangers and bolster springs providing for substantial vertical and lateral movement of the bolster relative to the frame.

2. Ina railway vehicle truck, wheels, axles, journal boxes, equalizers positioned at the sides of the truck and laterallybeyond said wheels and supported on said journal boxes, springs resting on said equalizers, a truck frame supported on said springs and including elements positioned at the side of the truck and laterally beyond said equalizers, swing hangers .pivotally suspended from said frame elements, a spring plank extending from side to side of the truck and laterally beyond the equalizers and there supported from said hangers. metallic coil springs having a equalizers laterally of the truck andresting on said spring plank, and a load-carrying bolster supported by said latter-mentioned springs.

3. In a railway vehicle truck, wheels, axles, journal boxes, equalizers positioned at the sides of the truck and laterally beyond said wheels and supported on said journal boxes, springs resting on said equalizers, a truck frame supported on said springs, a bolster extending transversely of the truck above and beyond the equalizers. swing hangers pivotally suspended from said frame at the sides of the truck and laterally beyond said equalizers, a spring plank extending from side to side of the truck and supported on said hangers, bolster-carrying metallic coil springs mounted on said spring plank and positioned wholly beyond the equalizers laterally of the truck, the bolster having a center plate portion for supporting the vehicle body and having end portions truck, a bolster supported by the latter mentioned springs,-said bolster'and spring plank having lateral motion relative to the frame, a bolster anchor between the bolster and truck frame limiting longitudinal motion of the bolster but allowin vertical and horizontal motion of the bolster, in relation to the truck frame, and a shock absorber between the spring plank and the bolster for dampening the action of the bolster springs.

, ,9. In a railway vehicle truck, wheels, axles, journal boxes, equalizers supported on said journa'l boxes, springs supported from said equalizers,

a truck frame mounted on said springs, a spring plank suspended at the sides of the truck and laterally beyond the equalizers, bolster springs of metallic coil resting on the spring plank and positioned wholly beyond the equalizers laterally of Y the truck, a bolster supported by the bolster said center plate portion and mounted on said latter mentioned springs.

4. In a railway vehicle truck, wheels, axles, journal boxes, equalizers positioned at the sides of the truck and laterally beyond the wheels and supported on the journal boxes, springs resting on the equalizers, a truck frame supported on said springs and including side members positioned laterally of the truck beyond the wheels, swing hangers pivotally suspended from said frame, a spring plank extending from side to side of the truck and laterally beyond the equalizers and there supported from said hangers,.metallic coil springs positioned wholly beyond said equalizers laterally of the truck and supported on said spring plank, a bolster extending transversely of the truck above and beyond the equalizers and having a central portion with a, center plate at a lower level than the frame side members for supporting the vehicle body and having end portions at a higher level than said center plate and resting on the latter-mentioned springs.

5. A railway vehicle truck as described in claim 2 which also includes a shock absorber connected between the bolster and spring plank and snubbing the action of the bolster springs.

6. A railway vehicle truck as described in claim 1 which also includes an anchor device connected to the truck frame and to the bolster and holding the bolster against substantial movement relative to the frame longitudinally of the truck but readily accommodating substantial vertical and transverse movement of the bolster relative to the truck frame.

7. A railway vehicle truck as described in claim 2 in which the truck frame has a bracket extending laterally of the truck beyond the swing hangers, there being an elongated device extending substantially horizontally longitudinally of the truck with its ends connected to said bracket and to the end of the bolster to hold the bolster against substantial movement relative to the frame longitudinally of the truck but accommodating substantial vertical and transverse movement of the bolster relative to'the truck frame.

8. In a railway vehicle truck, wheels, axles, journal boxes, equalizers supported on said journal boxes, springs supported from said equalizers, a truck frame mounted on said springs, a spring plank suspended at the sides of the truck and laterally beyond the equalizers, metallic coil springs resting on the. spring plank and positioned wholly beyond the equalizers laterally of the springs, said'bolster and spring plank having lateral motion relative to the frame, a bolster anchor between the bolster and truck frame limiting longitudinal motion of the bolster but allowing vertical and horizontal motion of the bolster, in relation to the truck frame, and a device for stabilizing the action of the bolster springs on opposite sides of the truck.

10. In a railway vehicle truck, wheels, axles, journal boxes, equalizers supported on said journal boxes,.springs supported from said equalizers, a truck frame mounted on said springs, a spring plank extending transversely of the truck beyond the equalizers, bolster springs of metallic coils resting on the spring plank outwardly of the equalizers, a bolster supported by the bolster springs, means associated with the bolster, spring plank and truck frame and providing for lateral motion of the bolster relative to the frame, shock absorber structure secured to the outer ends of the spring plank and bolster for dampening the vertical motion of the bolster due to the action of the bolster springs, and shock absorber struc-- ture secured to the frame and to the outer end of the bolster for dampening the lateral motion of the bolster due to the action of said means.

11. A truck as described in claim 10 which includes an anchor device between the bolster and truck frame limiting longitudinal motion of the bolster, but accommodatingvertical and horizontal motion of the bolster, in relation to the truck frame.

12. In a railway vehicle truck, wheels, axles, journal boxes, equalizers positioned at the sides of the truck and laterally beyond said wheels and supported on said journal boxes, springs resting on the equalizers, a truck frame including wheel pieces supported on said springs, a load-carrying bolster extending transversely of the truck over the top of and beyond the equalizers and wheel pieces, and means suspended from the frame and supporting the bolster and providing for substantial vertical and lateral movement of the bolster relative to the frame, said means and its points of suspension from the frame and support for the bolster being positioned laterally of the truck beyond the equalizers.

13. In a railway vehicle truck, wheels, axles, journal boxes, equalizers positioned at the sides of the truck and laterally beyond said wheels and supported on said journal boxes, springs spaced apart longitudinally of the truck and carried on said equalizers, a truck frame including wheel pices with relatively high portions supported upon said springs and relatively low portions intermediate said springs, swing hangers pivotally suspended from the relatively high por- 9 tions of said wheel pieces and positioned at the sides of the truck and laterally beyond the wheel pieces and the equalizers, a load-carrying bolster extending transversely of the truck above and beyond the equalizers and the intermediate porsprings and equalizins the action of the bolequalizers, bolster springs of metallic coils resting on the spring plank beyond the equalizers, a

bolster supported by the bolster springs, shcckabsorber structure for dampening the vertical motion of the bolster due to the action of the bolster springs, and shock absorber structure for dampening the lateral motion of the bolster due to the action of the swing hangers, said shock absorber devices being secured to the ends of the,

bolster, a device comprising a torque rod extending transversely of the truck and journalled on the spring plank and having crank arms at its ends provided with links connected to the bolster and stabilizing the action of the bolster springs, said shock absorbers and stabilizer links being positioned at the sides of the truck and being readily accessible for inspection, adjustment and replacement.

15. A truck as described in claim 14 which includes anchor devices extending longitudinally of thetruck at the sides of the truck and laterally beyond the equalizers and connected at their ends to the frame and bolster and accommodating relative vertical and lateral movement of the frame and bolster but holding them in their relativev position longitudinally of the truck.

16. In a railway six-wheel truck, spaced axles with wheels, a plurality of equalizers arranged endto end at each side of the truck and supported from the axles laterally beyond the wheels, a truck frame including wheel pieces extending longitudinally of the truck and above the equalizers, springs mounted on the equalizers and supporting the wheel pieces, a double bolster including members extending transversely of the truck over the equalizers and laterally of the truck beyond the equalizers, springs beneath the outer ends of said bolster transverse members, and swing hangers supporting said bolster springs from the wheel pieces and positioned at the sides of the truck and laterally beyond the equalizers and wheel pieces.

17. In a, railway vehicle truck, wheels, axles, journal boxes, equalizers, positioned at the sides of the truck and laterally beyond said wheels and supported on said journal boxes, springs resting on said equalizers, a truck frame supported on said springs, means suspended from the frame and including metallic coil springs posi-' tioned wholly beyond said equalizers laterally of the truck, a load-carrying bolster supported by said latter-mentioned springs, vsaid means providing for substantial vertical and lateral movement of the' bolster relative to the frame and including shock absorber structure snubbing the action of the bolster-supporting springs. and a device associated with the bolster-supporting shock absorber structure snubbing the action of ster-supporting. springs atthe opposite sides of I the truck.

18. A railway vehicle truck as described in claim 17 which includes an anchor device connected to the truck frame and to the bolster and holding the bolster against substantial movement relative to the frame longitudinally of the truck but readily accommodating substantial vertical andtransverse movement of the bolster relative to the truck frame.

19. A railway vehicle truck as described in claim 17 which includes shock absorber structure for dampening the lateral motion of the bolster due to the action of said means.

20. In a railway vehicle truck, wheels, axles, journal boxes, equalizers positioned at the sides ofthe truck and laterally beyond said wheelsand supported on said journal boxes. springs resting on said equalizers, a truck frame supported on said springs, means suspended from the frame and including metallic coil springs positioned wholly beyond said equalizers laterally of the truck, a load-carrying bolster supported-by said latter-mentioned springs, said means providing for substantial vertical and lateral movement of the bolster relative to the frame and including the bolster-supporting springs, and an anchor device connected to the truck frame and to the bolster and holding the bolster against substantial movement relative to the frame longitudinally of the truck but readily accommodating substantial vertical and transgrse movement 0 the bolster relativeto the truck frame. 21. In a railway vehicle truck, wheels, axles, journal boxes, equalizers positioned at the sides of the truck and laterally beyond said wheels and supported on said journal boxes, springs resting on said equalizers, a truck irame'supported on said springs, means suspended from the frame and including metallic coil springs positioned wholly beyond said equalizers laterally of the truck, a load-carrying bolster supported by said latter-mentioned springs; said meansproviding for substantial vertical and lateral movement of the bolster relative to the frame and 'a device associated with the bolster-supporting springs and equalizing the action of the bolster-supporting springs at opposite sides of the truck. there being shock absorber structure for dampening the lateralmotion of the bolster due to the action of said means. i

22. In a railway vehicle truck, wheels, axles,

journal boxes, equalizers positioned at the sides of the truck and laterally beyond said wheel and supported on said journal boxes, springs resting on said equalizers, a truck frame supported on said springs, means suspended from the frame and including metallic coil springs positioned wholly beyond said equalizers laterally of the truck, a load-carrying bolster supported by'said latter-mentioned springs, said means providing for substantial vertical and lateral movement of the bolster relative to the frame, shock absorber structure for dampening the lateral motion of the bolster due to the action of said means, and an anchor device connected to the truck frame and to the bolster and holding the bolster against substantial movement relative to the frame longitudinally of the truck but readily accommodating substantial vertical and transverse movem'ent of the bolster relative to the truck frame.

12 Name Date Tack July 21, 1942 Nystrom et a1. Apr. 27, 1943 Parke Apr. 25, 1944 Firm Aug. 29, 1939 Bchmse Feb. 6, 1945 FOREIGN PATENTS Countxy Date Great Britain Sept. 7, 1938 Germany Nov. 19, 1935 France Mar. 11, 1936 France Feb. 8, 1936 

